Gear shifting mechanism



June 27, 1939.

J. C. WEAVER GEAR SHIFTING MECHANISM 8 Sheath-Sheet 1 Filed Aug. 21, 1936 INVINTOR f0siaua 6. Tleaven q jm ea. Hi8 ATTORNEYS June 27, 1939. J WEAVER 2,163,741

0mm SHIFTING MECHANISM Filed Aug. 21, 1936 a Sheets-Sheet 2 June 27, 1939. J. c. WEAVER GEAR saunas uEcHANISl Filed Aug. 21, 19:56

8 Sheets-Sheet 3 June 27, 1939. J. c. WEAVER 2,163,741

GEAR SHIF'I'ING MECHANISM Filed Aug. 21. 1936 8 Sheets-Sheet 6 :Izs/Ezza C hav HI 5 ATTORNEYS June 27, 1939. J c WEAVER 2,163,741

GEAR SHIFTING MECHANISM Filed Aug. 21. 1936 8 Sheets-Sheet 8 efasflzza Chauez:

INVENTOR HIS ATTORNEYS Patented it... 21, 1939 UNITED STATES GEAR. SHIFTING MECHANISM Joshua C. Weaver, Chicago, Ill. Application August 21, 1936, Serial No. 97,258

Claims.

Fig. 3 is a view taken from the position indicated by line 3--3 of Fig. 1;

Fig. 4 is an elevational view taken from the position indicated by line 4--4 of Fig. 1;

1! Fig. 5 is a sectional view taken along'the line 55 of Fig. 1; f

Fig. 6 is a sectional view taken along the line 6-6 of Fig. 5;

Fig.7 is an enlarged view taken along the line 20 11 of Fig. 6;

Fig. 8 is a sectional view taken along the line 88ofFig. 7; v V

Fig. 9 is a sectional view along the line 6--9 of Fig. 7; 25 Fig. 10 is a sectional view along the line l6|6 of Fig. 7;

Fig. 11 is a sectional view along the line II--l l of Fig. 7; I

Fig. 12 is a sectional view along the line l2-l2 30 of Fig. 11;

Fig, 13 is a sectional view along the line l3-l3 of Fig. 11; a I

Fig. 14 is a sectional view along the line l4--l4 of Fig. 10; 35 Fig. 15 is a sectional view along the line l5l5 of Fig. 14;

Fig. 16 is a sectional view along the line l6-l6 of Fig. 14; Fig. 17 is a top plan view of the gear shift 40 means with the cover removed; r r

Fig. 18 is a view similar to Fig. 17 illustrating the mechanism in a different position;

Fig. 19 is a view similar to Fig. 1'1 illustrating different degree ofadiustment; and; Fig. 20 illustrates a further degree I I ment.

Transmission In the embodiment selected to illustrate my invention, I make use of a conventional transmission 36 comprising the usual case 32. The case 32 carries the splined shaft 34 and the countershaft 36. The ,countershaft 36 carries'a plurality 55 of gears 36, 46, 42, and 44, all of which rotate as V adjust- (Cl. IL-334) a gear 56. The gear 56 is arranged to be moved 5 into mesh with the gear 42 or the idle gear 52 (see Fig. 5) which is arranged in mesh with the gear 44. 1

A synchromesh unit 54 is mounted upon the splined shaft 34 and is arranged to be moved l0 longitudinally thereof through the medium of a shifter fork 56. Movement of the unit 54 in the direction of the gear 46 causes the latter to lock with the unit for driving the splined shaft 34 in high speed. Shifting of the unit 54 in the direc-' 15 tion of the gear 48 causes the unit and that gear to look, whereby the splined shaft 34 is keyed to the gear 48 and driven through the medium of the gears 38 and '46 for operating'the shaft 34 at second 1 speed. a 20 Gear 56 is associated with a shifter fork 58 for shifting the gear longitudinally of the splined shaft 34. Gear 56 may bemoved into mesh with the gear 42 for operating the splined shaft 34 at low speed. Shifting the gear 56 into mesh with the gear 52 reverses the direction of rotation of 1 the shaft 34 for reversing the vehicle. All the gears so far described and the synchromesh unit 54, as well as the shifter forks, are standard equipment-and need not be described in further detail.

Shifter fork 56 is fixedly connected with a shifter rod 66, while the shifter fork 58 is fixedly connected with a shifter rod 62 (see Fig. 6). Both shifter rods 66 and 62 are slidably mounted within openings 64 in supports 66 and 68 carried by the transmission case 32 in the usual way. Support 66 includes a bore 16 loosely supporting latch elements 12 and 14 having ends arranged to project into the-recesses I6 and 18 in the shifter rods 66 and 62, respectively. Latch elements 12 and 14 are urged in the direction of the shifter rods 66 and 62, respectively, by a spring 86 housed within the bores of the elements.

. In Fig. 6, I illustrate the latch elements 12 and 5 '14 as being arranged in slightly spaced relation,

the spacing being such as to bring the elements into abutting relation for holding one of the elements in latching relation with its respective shifter rod while the other shifter rod is being shifted. Latch elements 12 and 14 yield against the tension of the spring 86 through mere shifting of their respective shifter rods 66 and 62. This structure is standard equipment.

Gear changing mechanism Referring to Figs. 5, '7, and 9, the principal parts of my speed changing mechanism are housed within a cover structure 82 mounted upon the transmission case 32 by bolts 84. The cover structure 82 comprises a wall 86 corresponding -to the base of the conventional transmission cover, which wall carries the supports 66. Upon the wall 86 I mount a box 88 having an opening 90 closed by a plate 92 secured to the box by bolts 94.

Within the box 88 I mount two parallel supporting rods 96. The ends of the rods are anchored in openings 98 in the ends of the box and the rods. may be made secure by pins I00 (see Fig. 8). Upon the supporting rods .96 I slidably mount a carrier plate I02 having extensions I04 bored to loosely receive the supporting rods 96. Thus, the carrier plate I02 may be shifted longitudinally of the supporting rods.

Referring to Figs. 7 and 8, I mount a bell crank I06 on the carrier plate I02. The bell crank is provided with a bore I08 for loosely receiving a mounting pin I'I0 having a head I I2 which holds the bell crank in close relation with the carrier plate I02. The pin IIO includes a threaded neck II4 anchored in the threaded opening H6 in the carrier plate. Bell crank I06 may be rotated about the pin II0.

The reach II8 of. the bell crank includes a threaded opening I for receivingthe threaded portion I22 of a shifting pin I24. This pin includes a flange I26 which bears against. the reach H8 and acts as a lock nut when the threaded portion is screwed down. The lower end of the shifting pin I24 carries a head I28 which is positioned in operative relation with the shifter forks 56- and 58.

Referring to Fig. 6, the shifter fork 56 carries two spaced flanges I30 defining a slot I32 for the reception of the head I28 for shifting purposes. Similarly, the shifter fork 58 carries two flanges I34 which define a slot I36 for receiving the head I28 in the same way as the slot I32. The slots I32 and I36 and the head I28 are conventional so far as construction and operation are concerned.

The pin I24 is mechanically actuated for gear shifting purposes. In Fig. 7, the pin I24 projects through a slot I40 in the carrier plate I02. A slot I42 may be provided in the upper end of the pin I24 for the reception of a screw driver to facilitate mounting of the pin with the bell crank I06. Slot I40 is of suflicient length to permit the pin I24 to shift into operative relation with either of the slots I32 or I36.

The reach I44 of the bell crank I06 is pivotally connected at I46 with an actuating shaft I48 through the medium of a coupling element I50. Shaft I48 extends through a packing gland I52 in one end wall of the box 88 and is pivotally connected at its opposite end at I54 (see Fig. 2) with a lever I56. pivotally mounted at I58 upon a suitable bracket I60 carried by the box 88. The opposite end of the lever I56 ispivotally connected at I62 with a piston rod I64 operated by a power unit I66.

Upon the carrier plate I02 I mount two lock members I68 and I10. These members are arranged for limited sliding movement uponthe carrier plate. includes a projection I12 extending through a slot I14 in the carrier plate. This extension projects beyond the lower face of the carrier plate In Fig. '7, the lock member I68 and is provided with a bore I16 for loosely receiving a guide pin I18. Guide pin I18 carries a spring I80 which urges the lock member I68 in the direction of the pin I24.

The spring I80 has one end bearing against the extension I12 and its opposite end bearing against a fixed abutment I82. This abutment includes a threaded bore I84 co-operating with the threaded part I86 of the pin I18 for mounting purposes. To prevent separation of the lock member I68 from the carrier plate I02, I make use of a screw I88 having its head I90 bearing against the shoulder I92 of the carrier plate.

The shoulder I92 is formed by recessing the bottom side of the plate, which recess brings the head I90 within the contour of the carrier plate to provide a compact arrangement. The relation between the head I90 and the shoulder I92 is such as to permit free sliding movement of the lock member I68 upon the carrier plate I02.

The lock member I10 is identical in construction with the lock member I68 and includes an extension I94 projecting through the opening I96 in the carrier plate I02. This extension is bored for loosely receiving the pin I98, which pin carries a spring 280 having abutting relation with the extension I94 and a fixed abutment 202 for urging the lock member I10 in the direction of the pin I24. The pin I98 is of the same construction as the pin I18 and is mounted in the same way. The head of the screw 204 holds the lock member I10 in operative relation with the carrier plate I02 in the same way as the screw I88.

Fig. 17 illustrates the relation of the shifting pin I24 to the lock members I68 and I10 in the neutral position of the shifting pin. neutral position, the lock members I68 and I10 bear against the shifting pin I24 with a force corresponding to the tension of the springs I 80 and I98, but further separation of the lock memhers is prevented because of the location of the extensions I12 and I94 in the ends of the slots I 14 and I96 remote from the pin I24 (see Fig. 7).

The portions of the locking members I68 and I10 lying above the carrier plate I02 are rectangular in configuration and lie in parallel and partly overlapping end-to-end relation so that each extends beyond the vertical axis of the pin I24. In Fig. 7, the locking member I68 includes a shoulder 206 which engages the end 208 of the slot I14 to limit the movement of the locking member in the direction of the pin I24.

Similarly, the locking member 110 includes a shoulder 2I0 arranged to engage the end 2I2 of the opening I96 for limiting the movement of the locking member in the direction of the pin I24. Movement of the locking members in opposite directions is limited by engagement of the extension I12 and I94 with the opposite ends of the openings I14 and I96, respectively. Fig. '7 illustrates the neutral position of the shifting pin I24 and its relation to the locking members I68 and I10 at that time.

In Figs. '7 to 17, inclusive, I illustrate the box 88 as being provided with two cross members 2I4 and 2I6. The member 2I6 may be formed integrally with the side walls of the box 88 and its upper surface terminates flush with the side walls. The side walls may be recessed at 2I8 for receiving the cross member 2I4 which is attached to the walls by screws 220 (see Figs. 7 and 11) Two latch bars 222 and 224 are pivotally carried by the cross members 2I4 and 2I6. Each latch bar includes a trunnion 226 loosely positioned within In the an opening 221 in the cross member 2I6 (see Fig. 14) The opposite ends of the latch bars are bored to loosely receive pivots 228 carried by the cross member 2i 4 (see Figs. 12 and 11) In Figs. 12 and 13, I illustrate the pivots 228 as comprising extensions of bolts 230 having threaded reaches 232 anchored in the threaded openings 234 in. the cross member 2. Washers 236 may be positioned between the cross members and the ends of the latch bars 222 and 224. Washers of diflerent thickness may be substituted to provide precise adjustment longitudinally for the latch bars.

Both latch bars 222 and 224 are mounted to rotate about the trunnions 226 and the pivots 228 and are normally drawn together by a spring 238 (see Figs. 11 and 1'1). The spring is preferably located at the ends of the latch bars 222 and 224 abutting the cross member 2, and the latch bars may be slotted at 240 (see Fig. 11) and provided with pins 242 over which the ends of the spring are hooked. The upper end of the shifting pin I24 extends to a position between the latch bars 222 and 224. Both latch bars are recessed at 2 to accommodate the shifting pin I24 when the latch bars are pivoted to the dotted line illustration of Fig. 9.

Referring to Fig. 9, the lower edges of the latch bars 222 and 224 terminate in close relation with the top surface of the carrier plate I02 and are arranged to swing into the path of the lock members I68 and I 10. The latch bar 222 is recessed at 244 for accommodating the lock member I10 during certain adjustments of the shifting pin I24 (see Fig. 13) and to have abutting relation with the lock member as at 246. The recess 244 is somewhat longer than the lock member I10 to permit relative movement of the lock member within the recess.

When the lock member I10 has been shifted sufliciently far to properly align with the recess 244, the spring 238 will swing the latch bar 222 about its pivots in the direction of the shifting pin I24.

Similarly, the latch bar 224 includes a recess 248 to accommodate the locking member I68 when I the two are aligned, at which time the spring 238 will move the latch bar 224 in the direction of the shifting pin I24 (see Fig. 12). Abutting relation may be established between the locking member I68 and one end of the recess, as indicated at 260.

Fig. 1'7 illustrates the neutral position of the shifting pin I24, while Fig. 18 illustrates the shifting pin I24 at low speed adjustment of the transmission gears. The dotted line position of the shifting pin I24 in Fig. 18 represents second speed adjustment of the transmission gears. Fig.

. 19 illustrates the shifting pin I24 positioned in second speed adjustment, while Fig. 20 indicates the shifting pin I24 in reverse adjustment of the gears. In Fig. 19, the dotted line position of the shifting pin I24 represents thehigh speed adjustment of the gears.

On one side of the support 2I6 I mount a control lever,.262. This lever is loosely mounted on a bolt 264 having threaded relationat 256 with the support 2I6. The lower end of this lever terminates in close relation with the carrier plate I02 and is positioned between the two latch bars 222 and 224. The opposite end of the control lever operates within aslot 268 in a selector 260 having a shaft 262 rotatably mounted in-the opening 264 in thecover 82.

One face of the selector operates against the boss 266 to prevent axial movement of the shaft in one direction while the square end 268 of the shaft is anchored in the square opening 210 in one end of a lever 212. The lever abuts the boss 214 to prevent axial movement of the shaft 262 in the opposite direction.

A nut 216 has threaded relation with the shaft 262 at 218 for holding the parts in assembled relation. The shaft 262 may be rotated within the opening 268 through the medium of the crank 212. In the periphery ofthe selector 260 opposite the recess 268 I provide a second recess 280 in which a pin 262 operates. This pin may be provided with a bushing 284 having free rolling action on the pin (see Fig. '1)

The pin 262 includes a threaded reach 286 having threaded relation with the opening 288 in one end of a link 268 (see Figs. '1 and 14). The opposite end of the link 280 is pivotally mounted upon a bolt 292 (see Figs. 14 and 16). In Fig. 16, the link 280 is recessed at 284 to receive the head 296 of the bolt, and the latter has a reduced threaded extension 288 anchored in the opening 300 in a lug 302 cast integrally with the box 88. The shoulder 304 of the bolt 282 provides an abutment which looks the bolt in position to permit free pivotal action of the link 290.

In Fig. '7, the pin 282 includes a reach 306 loosely chored in the threaded opening 320 in across link 322 (see Figs. 7' and 14). The bolt 3I6 includes a shoulder 324 which is drawn tightly against the cross link 322 to provide free action for the link 3I0.

Fig. 14 illustrates two latch bar stops 326 and 328 associated with the cross link 322. These latch bar stops project loosely through openings 330 in the support 2I6 and extend beyond the support a sufllcient distance to engage the outer sides of the latch bars 222 and 224, respectively. I arrange the latch bar stops 326 and 328 in holding relation with the outer lower edge of the latch bars 222 and 224 to prevent outward pivotal movement of the latch bars. The latch bar stops may be individually retracted or retracted as a unit'out of holding relation with the latch bars 222and 224 through the medium of the cross link 322. I y

In Fig. 14, one end of the cross link 322 includes a slot 332 for loosely receiving the bolt 334 having threaded anchorage at 336 with the latch bar stop 326 (see Figs. 10 and 14). Thus, the end of the cross link 322 has free pivotal action about the bolt 334. The slot 332 provides free pivotal action of the cross link 322 with respect to the bolt 334. Similarly, the opposite end of the cross link 322 is slotted at 338 to freely receive the bolt 340 having threaded anchorage at 342 in the latch bar stop 326. Thus, the cross link 322 is movably related to the latch bar stops 326 and 328 so that these bars may be moved longitudinally through the pivotal action of the cross link.

Springs 344 and 346 are mounted on the reduced reaches 348 and 350, respectively, of the spring 346 is arranged in abutting relation with a sleeve 352 (see Fig. 16) in which the reduced reach 350 is slidably supported. The sleeve is supported within an opening 354 in the box 88 and has threaded relation at 356 with the threaded part of the opening for fastening purposes. This sleeve may be provided with a head 358 for the reception of a wrench for placement and removal purposes. The opposite end of the spring 346 bears against the shoulder 360 of the latch bar stop 328 for urging the stop in the direction of the latch bar 224.

In Fig. 8, I illustrate the box 88 as being provided with a sleeve 362 for slidably supporting the reduced reach 348 of the latch bar stop 326. The spring 344 has abutting relation with the sleeve 362 and the shoulder 364 of the latch bar stop 326 in the same way that the spring 346 is related to the latch bar stop 328. Sleeve 362 is identical in construction with the sleeve 352. Spring 344 urges the latch bar stop 326 inwardly of the latch bar 222.

Manual control In Figs. 1, 2, and 6, I illustrate the manually actuated means for setting the mechanical gear shifting mechanism in operation for shifting gears. The power unit I66 comprises a cylinder 366 which houses the double acting piston 368 connected with the shaft I64. Fig. 6 illustrates the position of the piston 368 in the neutral adjustment of the gears. A conduit 310 is connected with the end 312 of the cylinder 366 and communicates with the chamber 314 of the cylinder.

A second conduit 316 is connected with the end 318 of the cylinder and communicates with the chamber 380. Conduits 310 and 316 are connected with a valve 382 anchored to the box 88 by two of the bolts 84. The power unit I66 is mounted on brackets 384 bolted at 386 to one side of the transmission case 32 (see Figs. 2 and 4.)

A third conduit 388 is connected with the valve 382 and leads to a valve 390 carried by a bracket 392 bolted at 394 to the engine 396 which operates the transmission mechanism. Valve 390 is operatively connected with the intake manifold 398 by a. conduit 400. Valve 390 includes a plunger 402 operatively connected with the clutch pedal 404 by a link 406. One end of the link is pivotally connected with the clutch lever while the opopsite end is pivotally connected with the plunger 402. In Fig. 6, I illustrate the valve 362 as including a lower chamber 408 within which a valve blade 4I0 operates. This valve blade-is wedge-shaped when viewed according to Fig. 6, and may be rotated within the chamber 408 through the medium of a shaft 4I2 fixedly connected with a lever 4I4 positioned exteriorly of the valve (see Fig. 2)

The lever M4 is connected with the wire 4I6 slidably housed within the coil Wire casing 4I8. Devices of this nature are old in the art and need not be described in further detail. The opposite end of the wire 4I6-is connected with a rod 420 mounted for adjustment within the tube 422. The rod 420 and the tube 422 may be of the same construction. as employed in various types of carburetor choke controls. Thus, the valve blade 4I0 may be adjusted to various positions through the shifting of the wire 4I6. Rod 420 carries a button 424 to facilitate an efi'ective grip for adjustment purposes.

The lever 212 which is connected with the selector 260 is connected with a wire 426 slidably housed within a coil wire tube 428 supported by a bracket 434 at one end and upon a bracket 432 at its opposite end. Wire 426 is connected with a bell crank 434 pivotally mounted at 436 upon the bracket 432. The reach 438 of the bell crank extends through a slot 440 in the instrument panel 442 and constitutes a manually accessible lever for shifting the wire 428 to adjust the selector 260.

Operation In Fig. 1, the full line illustration of the clutch pedal 404 represents the engaged adjustment of the clutch, at which time the plunger 402 is withdrawn to bring the opening 444 out of registration with the conduits 388 and 400 to cut off communication between the intake manifold 398 and the valve 382. When the clutch pedal 404 is depressed to its dotted line position for disengaging the clutch, the plunger 462 is shifted to a position where the opening 444 establishes communication between the intake manifold and the valve 382.

In the neutral position of the shifting pin I24, the lever 438 is positioned in alignment with the designation 446 on the instrument panel 442. In

such adjustment of the lever-438, the selector 260 is positioned according to Fig. 17, at which time the pin 282 is positioned withinthe recess 280. At this time the latch bar stops 326 and 328 extend beyond the support 2I6 and bear against the outer sides of the latch bars 222 and 224 (see Figs. 14, 15, and 17) Control lever 252 is positioned according to Fig. 15, with its upper end positioned within the recess 258 of the selector and its lowenend posi-- tioned between the latch bars 222 and 224. Fig. 14 illustrates the selector 260 removed for the sake of clearness, but the outline of the selector is indicated in dotted lines for illustrating its relation to the latch bar stops 326 and 328 and the linkage connecting thesestops with the selector.

With the latch bars 222 and 224 adjusted according to Figs. 14, 15, and 17, the lock members I68 and I10 lie within the recesses 244 and 248 of the latch bars 222 and 224, respectively, and have abutting relation with oneend of their respective recesses 244 and 248, as indicated at 246 and 250 (see Figs. 12 and 13). trates the relation of the shifting pin I24 to the stop members I68 and I10 at this time. Spring 238 holds the latch bars 222 and 224,against the shifting pin I24, and the latch bar stops 326 and 328 extend inwardly of .the outer sides of the latch bars 222 and 224 so as to restrain the latch bars from pivotal action away from the shifting pin I24.

In the neutral position of the shifting pin I24, the lock members I68 and I10 have abutting relation with the ends of the recesses I14 and 2I2 remote from the shifting pin so as to be re-- Fig. 17 illusstrained from further separation with respect to of the carrier plate I02 with respect to the latch bars.

Adjustment from Neutral to Low Speed I Preparatory to shifting the transmission gears into low speed, the lever 438 is moved downwardly to align with the designation 448 on the in- .strument board 442 (see-Fig. 3). .In' moving the lever 438 to the designation 448, a pull is exerted on the wire 426 which pulls the lever 212 for medium of the cross link 322. With the latch.

bar stops 326 and 328 moved in the clear of the latch bars 222 and 224, the latter are pivoted away from the shifting pin I24.

The button 424 is now pushed inwardly to the dotted line position 452 of Fig. 1, which shifts the lever 4 in a counterclockwise direction when viewing Fig. 2. Such shifting of the lever 4I4 rotates the valve blade in the direction of the arrow 454 (see Fig. 6), to the dotted line position 456 for uncovering the port 458 which communicates with the conduit 388. The port 360 which communicates with the conduit 310 remains uncovered so that communication is established between the intake manifold 398 and the chamber 314 of the'power unit I66 when the clutch pedal 404 is depressed for bringing the opening 444 in the plunger 402 into alignment with the conduits 388 and 408. 0

Referring to Fig. 6, with the valve blade 0 in the position 456, the port 462 communicating with the conduit 316 remains uncovered so that communication is established between the chamber 380 of the power unit I66 and the atmosphere through the medium of a port 464, but the valve blade is so positioned as to cut off communication between the port 460 and the atmosphere. In the full line position of the valve blade M0 in Fig. 6, both chambers 314 and 380 communicate with the atmosphere.

I provide the port 464 with a regulating valve 466 including an adjusting screw 468 which may be adjusted to modify the degree of atmospheric communication. The regulating valve 466. functions as an air bleed to permit free shifting of the piston 368 in either direction when communication is established between either of the chambers 314 and 380 and the intake manifold 398. As soon as the chamber 314 has been placed in communication with the intake manifold 398 by depressing the clutch pedal 404, the piston 368 is shifted in the direction of the arrow 410, which moves the shaft I48 inwardly through the medium of the lever I56.

The inner end of the shaft I48 in being pivotally connected with the reach I44 of the bell crank I06 (see Fig. 8) imparts a pivotal action I24 to the dotted line position "I of Fig. 1'7, the head I28 of the shifting pin has been moved into the recess I36.

Since the shifting pin I24 has been moved in the clear of the locking member I10, further inward movement of the shaft I48 advances the carrier plate I02 in the direction of the selector 260; As the carrier plate advances, the shifting fork 58 moves the gear 50 intomesh with the gear 42, which brings the gears into low speed adjustment.

After the pin I24 has been shifted 'to the dotted line position "I, of Fig. 1'1, movement of the carrier plate I02 in the direction of the selector 260 permits the spring 200 to advance the lock member I10 partly over the shifting pin I24 so as to prevent shifting of the pin within the slot I40. Thus, the. shifting pin is restrained from lateral movement in either direction by the lock member I10 and one end of the slot I40. Fig. 18 illustrates the low speed adjustment of the parts.

Shifting from first to second Fig.- 1. In pulling the wire 4I6 in this direction,

valve blade M0 is rotated in the direction of the arrow 414 and shifted to the dotted iine position'416 (see Fig. 6). Such adjustment of the valve blade establishes communication between the conduits 316 and 388, whereby the piston 368 is moved in the direction of the arrow 418 when the clutch pedal 404 is depressed. Such movement of the piston 368 exerts a pull on the v reach I 44 of the bell crank I06.

- Pulling forces, on the bell crank with the shifting pin I24 positioned according to Fig. 18 are prevented from imparting a pivotal action to the bell crank since the shifting pin is held against lateral movement by reason of the locking member I10. Thus, the forces exerted on the bell crank pull the carrier plate I02 in a direction away from the selector 260. During such movement of the carrier plate I02, the gear 50 is moved out of mesh with the gear 42, and

the locking member I10 is brought into abutting relation with the abutment 246 on the latch bar 222.

Continued movement of the carrier plate I02 shifts the locking member I10 relatively to the carrier plate by depressing the spring I98 of Fig. '1 until the extension I94 has reached the limits of the slot I96, which stops further movement of the carrier plate. The abutment 246 shifts the locking member I10 out of holding relation with the shifting pin I 2'4 so as to permit the latter to move laterally to the other end of the slot I40 because of the pull on the bell crank.

Asthe pin I24 shifts to the other end of the slot, the latch member 222 is pivoted out of holding relation with the locking member I10. As the pin takes a position in the other end of the slot, the pin is brought out of abutting relation with the end of the locking member I68, which locking member is aligned with-the recess 248 in. the latch bar 224 so that the latter is pivoted' inwardly in the direction of the pin I 24 because of the spring238. After the latch bar 222 is moved out of abutting relation withthe locking member I10 and the pin I24 ismoved out of abutting relation withthe locking member I68, the carrier plate I02 is free to continue its movement.

As the carrier plate advances, the locking member I68 is urged forwardly by the spring I80 to extend the locking member I68 partly over the shifting pin I24 for restraining the latter against any shifting action within the slot I40. As the carrier plate I02 advances, the shifting fork 56 is moved for connecting the synchromesh unit 54 with the gear 48, thus consummating shifting of the gears into second speed. Fig. 19 illustrates the second speed adjustment.

Shifting from second speed to third speed In shifting from second speed to third, or high speed, the lever 348 is shifted into alignment with the designation 480 of Fig. 3, which pulls the wire 426 and rotates the selector 260 to the position of Fig. 19. In this adjustment of the selector 260, the lock bar stops 326 and 328 are held in the retracted position while the control lever 252 is pivoted so as to swing its lower end against the latch bar 224 and pivot the same to the dotted line position of Fig. 15. The button 424 is pushed inwardly, as indicated by the designation 482 of Fig. 3, and as illustrated in the position 452 of Fig, 1.

Adjustment of the button 424 shifts the valve blade M0 to the 456 position of Fig. 6, at which time the piston 368 moves in the direction of the arrow 410, which causes the carrier plate I02 to be advanced in the direction of the selector 260. Since the lock member I68 extends partly over the shifting pin I24 in the position of Fig. 19, the bell crank I06 is restrained from pivotal movement. Thus, when the shaft I48 is pushed inwardly, the carrier plate I02 will advance in the direction of the selector 260.

During such advancement of the carrier plate, the latch bar 224 is held in the clear of the lock member I68 by the control lever 252, which permits the shifting fork 56 to move the synchromesh unit 54 away from the gear 48 and into connecting relation with the gear 46 for consummating the high speed adjustment. Fig. 19 illustrates in dotted lines the position of the pin I24 in its high speed adjustment.

Changing from high speed to second speed In changing from high speed to second speed, the button 424 is pulled outwardly to the 412 position of Fig. l for adjusting the valve blade M0 to the 416 position of Fig. 6. The clutch is then depressed for establishing communication between the intake manifold and the chamher 380. Movement of the piston 368 in the direction of the arrow 418 pulls the carrier plate I02 in a direction away from the selector 260, which in turn moves the synchromesh unit 54 out of connected relation with the gear 46 and into connected relation with the gear 48.

Changing from second speed to first speed To shift from second speed to first, the lever 438 is moved into alignment with the designation 448, which adjusts the selector 260 to the position of Fig. 18. Such adjustment of the selector brings the control lever 252 out of holding relation with the latch bar 224, thus permitting the latch bar to pivot inwardly to bring the abutment 250 into the path of the locking member I68, which causes the bell crank I06 to pivot during advancement of the carrier plate for moving the shifting pin I24 out 'of abutting relation with the lock member I10. As the shifting p n I 4 direction.

pivots the latch bar 224 outwardly out of holding relation with the lock member I68, the carrier plate may be advanced to bring the shifting pin to the full line position of Fig. 18. In this position, the gear 50 is brought into mesh with the gear 42.

Shifting from first speed to reverse To shift from first to reverse the lever 438 is moved to the designation .484 of Fig. 3, which moves the selector 260 to the position of Fig. 20. Such adjustment of the selector moves the control lever 252 against the latch bar 222 for moving and holding the same in the dotted line position of Fig. 15. The button 424 is then pulled outwardly to the position 412 of Fig. 1, and the clutch disengaged for establishing communication between the intake manifold 398 and the chamber 418.

In holding the latch bar 222 in the dotted line position of Fig. 15, the lock member I10 is completely in the clear of the latch bar, and the shifting pin I24 will be prevented from shifting laterally so that the carrier plate I02 will be pulled away from the selector 260 for bringing the shifting pin I24 to the full line position of Fig. 20. according to the full line illustration of Fig. 20, the shifting fork 58 has moved the gear 50 into mesh with the idle gear 52, thus placing the gears in reverse adjustment.

Shifting from reverse to first Referring to Fig. 20, the full line position of the shifting pin I24 illustrates the transmission in reverse. In changing from reverse to first, the lever 438 remains positioned at the designation 484, and the button 424 is pulled to the 412 position of Fig. l and the clutch pedal 404 depressed, whereby the piston 368 moves in the direction of the arrow 410 for advancing the carrier plate I02 in the direction of the selector 260. During such movement of the carrier plate I02, the shifting fork 58 moves the gear 50 out of mesh with the gear 52 and into mesh with the gear 42, which consummates the first speed adjustment.

With the selector 260 adjusted according to Fig. 20, the control lever 252 holds the latch bar 222 in the clear of the locking member I10, while the shifting pin I24 holds the latch bar 224 in the clear of the locking member I68. Thus, shifting from reverse to first is consummated by merely advancing the carrier plate I02.

Shifting from first to neutral In shifting from first to neutral, the lever 438 is moved to the designation 446 for moving the selector 260 to the position of Fig. 1'7, at which time the pin 282 falls into the recess 280. When the carrier plate is positioned according to Fig. 18, the locking member I 10 is aligned with the recess 244 in the latch bar 222 so that the latch bar is pivoted in the direction of the shifting pin I24 by the spring 238.

As the latch bar 222 pivots inwardly, the latch bar stop 326 is projected inwardly of the latch bar 222 because of the spring 344 so as to restrain pivotal movement of the latch bar in the opposite The button 424 is then pulled out wardly to the 412 position, and the clutch depressed, whereby the piston 368 moves in the direction of the arrow 418 which pulls the carrier plate I02 away from the selector 260. Since the locking member I10 extends partly across the locking bar stop 326, which prevents outward pivotal movement oi. the latch bar 222. Thus, the latch bar 222 is latched so as to stop the shifting pin I24 when it reaches the full line position of Fig. 17.

At this time, the locking member I18 is aligned with the recess 248 in the latch bar 224 so that the latter is pivoted inwardly because of the spring 238. As the latch bar 224 pivots inwardly, the latch bar stop 328 is projected because of the spring 346 so as to prevent pivotal movement of the latch bar away from the shifting pin. Thus, the shifting pin I24 will be positively latched in the full line position of Fig. 17. In moving the shifting pin I24 from the full line position 01' Fig.

18 to the full line position of Fig. 1'7, the shifting fork 58 has moved the gear out of mesh with the gear 42 and adjusted the gear to the position of Fig. 1, which is neutral.

Shifting from second to neutral With the shifting mechanism adjusted according to Fig. 19, which represents second speed, shifting to neutral is attained by moving the lever 438 to' the designation 446. which moves the selector 260 to the position of Fig. 1'7. With the parts adjusted according to Fig. 19, the latch bar 224 is in the full line position of Fig. 15, at which time the latch bar stop 328 extends inwardly of the latch bar and prevents pivotal movement of the latch bar.

The button 424 is pushed to the 452 position of Fig.- 1, and the clutch depressed, whereby the piston 368 moves in the direction of the arrow 410 and advances the carrier plate I02 in the direction of the selector 260. As the carrier plate advances, the locking member I18 is moved into engagement with the abutment 250, which shifts the locking member I10 relative to the carrier plate and moves the locking member out of holding relation with the shifting pin to permit the latter to move laterally across the end of the 7 locking member. As the pin I24 shifts across the end of the locking member I68, the latch bar.

222 will pivot inwardly. since the locking member I10 has been aligned with the recess 244'. As the spring 238 moves the latch bar 222 inwardl v', the.

lock bar stop 326 is projected inwardly of the latch bar. Thus, the shifting pin I 24 is latched in the full line position 01' Fig. 1'7.

General features h My gear shifting mechanism is designed to'be set in operation.

The 'powerrequired for operating the shifting mechanism is taken from the engine, while the power unit I66 is so designed as to operate with a minimum amount of power so as not to impair engine 'efli'ciency. The lever 338 and the button 424 are conveniently arranged so as to facilitate manipulation. The controls 424 and 488 are designed to permit preselected adjustment thereof so that the shifting mechanism is set in operation.

when the clutch is disengaged.

The shifting mechanism operates to shift gears while the car is running or standing through the medium of" the controls 424 and 438 with the assistance or the clutch pedal 404. In substituting the mechanical shifting mechanism for the manually operated shifting lever, I provide a mechanical shifting action which shifts the gears with such a degree of consistent uniformity asto elime inate clashing of the gears and damage thereto incident to manually actuated devices.

Without further elaboration, the foregoing will so fully explain my invention that others may, by applying current knowledge, readily adapt the same for use under various conditions of service.

I claim: a

1. The combination with transmission gears of an automotive vehicle, of a power unit, manually actuated means for setting the power unit in operation, manually actuated means for preselecting the speed adjustment of the transmission gears, a shifting pin operatively connected with the transmission gears for adjusting the same to the preselected speed, a carrier for supporting the shifting pin, means carried by the carrier 0 for controlling the movement of the shifting pin...

and an operating connection between the shifting pin and the power unit, said operating connection including a bell crank pivotaliy mounted on the carrier and connected with the shifting. pin including means for latching the bell crank against pivotal movement.

2. The combination with transmission gears of an automotive vehicle, of a power unit, manuallyoperating connection between the bell crank and the power unit- 3. The combination with transmission gears of an automotive vehicle, of a cylinder having a piston movably mounted therein and arranged to divide the cylinder into two chambers, a vacuum line, a valve interposed in said vacuum line for establishing communication with either of said chambers, a clutch, a second valve interposed in said line and operatively connected with the clutch pedal for opening the line, to move the piston, manually actuated means for preselecting the speed adjustment of the transmission gears, shifter rods, a carrier, a shifting pin movably connected with. the carrier for an operating connection with either of the shifter rods, means operatively connected with said manually actuated means for controlling the movement of the shifting pin, and an operating connection between the shifting pin and said piston.

- 4. The combination with transmission gears of an automotive vehicle, of a cylinder having a piston movably mounted therein and arranged to divide the cylinder into two chambers, a. vacuum line, a valve 'interposed in said vacuum line for establishing communication with either of said chambers, a clutch, a second valve interposed in said line and operatively connected with the clutch pedal for opening the line, to move the piston, manually actuated means for preselecting the speed adjustment of the transmission gears, shifter rods, a carrier, a shifting pin movably connected with the carrier for an operating connection with either of the shifter rods, means operatively connected with said manually actuated means for controlling the movement of the shifting pin, and an operating connection between the shifting pin and said piston, said operating connection including a bell crank for moving the shifting pin into operative relation with either of the shifter rods and for moving the carrier and the shifting pin bodily after such connection.

5. The combination with transmission gears of an automotive vehicle, of a power unit, manuallyactuated means for setting the power unit in operation, a movable carrier includinga support therefor, a shifting element movably related to the movable carrier and adapted to be operatively connected with the transmission gears for adjusting the same, latch bars pivotally mounted on the carrier for pivotal movement about their longitudinal axes, abutments movably related to the movable carrier, said latch bars and said abutments cooperating with said shifting element for controlling the movement thereof, means for controlling the action of the latch bars, and an operating connection between the movable carrier and the power unit including an operating connection with said shifting element for actuating the same as the movable carrier is moved.

JOSHUA c. WEAVER. 

